Das große Flugboot Rohrbach „Romar“ D-1734 stürzte am 10. September 1929 in der Nähe von Grömitz in die Ostsee. Es befand sich auf einem Probeflug in niedriger Höhe über dem Meer (zwecks Untersuchung des sog. Luftkissen-Effekts), als unvermittelt das rechte der drei Triebwerke aussetzte. Die beim Aufschlag auf das Wasser entstandenen Lecks waren so erheblich, daß die Maschine nach relativ kurzer Zeit sank. Das Wrack wurde zwar wieder gehoben, aber dann verschrottet. Die offizielle Ausbuchung der D-1734 in den amtlichen NfL (Nachrichten für Luftfahrer) erfolgte erst mit 2 ½ jähriger Verspätung. (Slg. Frost/ADL)
On September 10, 1929, the giant flying boat Rohrbach „Romar“ D-1734 crashed in the Ost Sea, in the neighborhood of Grömitz. It was on a test-flight at low altitude investigating the so-called aerodynamic ‘ground effect’ (i.e. the influence of the closeness of the ground on lift and speed), when suddenly the rightmost engine stalled. The impact on the water surface created so much leakage that the aircraft sank after a relatively short time. Although the wreckage was salvaged, it was declared total loss. The actual deletion from the official register NfL (Nachrichten für Luftfahrer) did not take place until 21/2 years later. (transl.rs)
The magazine AERONAUTICS reports on Sep. 23, 1929 under ‘Flights & Flyers’:
“Furious was Dr. Adolf K. Rohrbach, head of the Rohrbach Metall-Flugzeugbau, who was in Manhattan last week.
One of the three huge tri-motored Rohrbach-Romar seaplanes his company has built for Luft Hansa’s trans-Atlantic service crashed at Travemünde, Germany, floated for 90 minutes, then sank.
Thirteen passengers and crew were saved. The crash was due to test flying at low speed. The sinking was because hull portholes and bulkhead doors had not been closed as Dr. Rohrbach had ordered.”
In fact, this fatal crash would herald the end of the Rohrbach story.
Well, today I finally finished the last part of my reflections on the history of the “Atlantic Airliners”, that is, the story how designers and other craftsmen learned to make metal birds that carry passengers safely across the great ocean.
70 years after the previous photograph was taken, this
Boeing 747-206, the KLM airliner PH-BUK Louis Breguet , navigated the nightly waters of Amsterdam on its way to Aviodrome, the national aviation museum at Lelystad. This particular airplane, with combined passenger/cargo capacity, had flown before retirement
98 million kilometers during more than 100,000 hours of flight.
Restored to its full glory (complete with tail, wings and engines) Louis Breguet may now be visited and studied inside/out at Aviodrome, Lelystad:
Sikorsky’s factory in Stratford Connecticut completed its first S-42 airliner/flying boat in March 1934 and Igor Sikorsky took at the earliest opportunity the mail boat to Southampton to promote his revolutionary clean looking flying machine in the Old World. His first stop was London where he delivered a glowing lecture with epidiascope projections to the Royal Aeronautical Society. His new ship was fast and it could move passengers far. In fact in the years that followed, Pan American Airways bought ten of them and used them to conquer the Pacific Ocean. The British aviation bigwigs and tech wizards listened in polite astonishment. Igor gave a glowing account of his breakthrough in the design dilemmas that had for thirty years produced only ugly-looking mechanical flying things with a multitude of wings, struts and wires.
Sikorsky had now created a roomy airplane with a single sleek small wing and four beautifully mounted engines. It carried 12 passengers with ease over 2000 miles and it could alight gently at 65 mph on the tops of the rolling waves. Its cruising speed was 160 miles per hour and Igor repeatedly pointed out how this speed in combination with the high wing load made for a comfortable ride, relatively insensitive to wind gusts and sudden vertical up and down air drafts.
IGOR I. SIKORSKY (1889-1972)
The British listened with polite amazement and suppressed skepticism. “We don’t really need speed”, said Mr. Horace Short, the builder of England’s famous double-breasted multi-wing lumbering patrol boats during the discussion afterwards.”When we need speed we’ll have Supermarine win the Schneider Cup or Messrs. de Havilland will build the Comet for winning the Melbourne race. We focus on other things.” He meant safety, a slow landing speed. And it must be said, his boats had an enviable safety record (but could not cross the ocean).
Mr. M.Langley inquired whether Mr. Sikorsky had used Imperial or US Gallons in his specifications. He apparently couldn’t believe the figures and the British ones were a good deal larger.
As to performance, Mr. W.O. Manning conceded frankly that Mr. Sikorsky had put the flying boats used by Imperial Airways completely out of date. He then proceeded to produce a global new design on the lines of the S-42 and showed its superiority.
Major R.E. Penney thought the secret of Mr. S.’s boat could be found in the enormous amount of detail work, the fairing up of the details so that the combined resistances had been reduced to an absolute minimum.
Mr. Scott-Hall mentioned in passing that albatrosses (the birds) had a large wing load but they had trouble getting themselves up in the air. And so there was a lot of back and forth talk about speed and small wings.
Until finally Major F. Green hit on the real issue: “Let’s not overlook the fact that a small wing saves a substantial amount of weight”. And here was of course the quintessence: instead of carrying wing, the airplane could now carry fuel and people. But even Igor did not seem to quite grasp the point. He came back to the subject of speed. “There is no doubt”, he stated, “that planes of great weight, capable of non-stop ocean flights, cruising between 150 to 200 miles per hour, can be designed at this time and be ready for service within two and a half to three years. Greater cruising speeds are possible, but the size of the earth does not warrant greater speeds. The progress of air transportation will benefit more if designers will give more attention to increased passenger comfort and ways and means to lower transportation costs rather than greater speed.”
Well now, would that really be possible Mr. Sikorsky? Are speed and economics independent quantities?
A cat is not a dog and a plane is not a ship.
Today I am updating the ROHRBACH ARCHIVES with some remarkable photographic material sent to me by good friends. Also available is now a link to the PDF copy of a Publicity Brochure (in French) of the ROHRBACH METALL-FLUGZEUGBAU from 1928, promoting its flying boats with Trans Atlantic capacity. Click here or in the relevant column on this screen: